KR20230054912A - Out-of-group operations for multicar hoistway systems - Google Patents

Abstract

A ropeless elevator system includes a plurality of elevator cars configured to run in a hoistway having at least one lane, a propulsion system for imparting power to each elevator car of the plurality of elevator cars, and a controller. The controller includes an in-group mode in which a plurality of elevator cars fulfill service requests, an out-of-group mode in which at least one selected elevator car of the plurality of elevator cars is prevented from fulfilling a group service mode service request, and at least one selected elevator car is prepared It includes a transition mode that switches from operation of the in-group mode to operation of the group mode.

Description

OUT-OF-GROUP OPERATIONS FOR MULTICAR HOISTWAY SYSTEMS}

The subject matter disclosed herein relates generally to the field of elevators, and more particularly to out-of-group elevator car operation in elevator systems.

A self-propelled elevator system, also referred to as a ropeless elevator system, is used for certain applications where a large amount of rope for the rope system is prohibited and there is a need for multiple elevator cars to run in a single lane. (e.g. high-rise buildings). There are existing self-propelled elevator systems in which a first lane is designated for elevator cars traveling upward and a second lane is designated for elevator cars traveling downward. A transfer station at each end of the hoistway is used to move the elevator cars horizontally between the first and second lanes.

According to one embodiment of the present invention, a ropeless elevator system is provided. A ropeless elevator system includes a plurality of elevator cars configured to run in a hoistway having at least one lane, a propulsion system for imparting power to each elevator car of the plurality of elevator cars, and a controller. The controller performs an in-group mode in which the plurality of elevator cars fulfill service demand, and a group service mode service demand in which at least one selected elevator car among the plurality of elevator cars performs a service demand. and a transition mode in which the at least one selected elevator car is ready and transitions from operation in the in-group mode to operation in the out-of-group mode. programmed to operate on

In addition to one or more of the features described above, or as an alternative, further embodiments may include the following: the propulsion system is a linear propulsion system, the linear propulsion system being mounted in the hatch and comprising a plurality of motor segments. a main part comprising a main part, and a plurality of secondary parts, wherein at least one secondary part of the plurality of secondary parts is mounted on one elevator car of the plurality of elevator cars; In the in-group mode, the service request is a passenger call; In the transition mode, the controller receives an out-of-group initiation request, provides an initiation request acknowledgment and/or initiation request information, programmed to provide a car readiness notification that transition of the at least one selected elevator car to out-of-group mode operation is complete; Receipt of the out-of-group initiation request further includes authentication of the authenticated user; Receiving an out-of-group initiation request further includes providing relevant out-of-group selection parameters and options; Receiving an out-of-group initiation request further includes meeting a precondition for switching; and/or in the out-of-group mode, the controller is programmed to provide out-of-group control and receive an in-group return initiation request.

According to another embodiment of the present invention, a ropeless elevator system comprising a plurality of elevator cars configured to run in a hoistway having at least one lane, and a propulsion system for imparting power to each elevator car of the plurality of elevator cars. A method for controlling is provided. The method comprises operating in an in-group mode in which a plurality of elevator cars are capable of fulfilling service requests, optionally in an out-of-group mode in which at least one selected elevator car of the plurality of elevator cars is prevented from fulfilling a group service mode service request. operating, and performing a transition mode to prepare and transition the at least one selected elevator car from the in-group mode to the out-of-group mode.

In addition to, or as an alternative to, one or more of the features described above, additional embodiments include the following: performing the service request includes performing a passenger call; performing the transition mode includes receiving an out-of-group initiation request and providing initiation request approval and/or initiation request information; performing the transition mode further includes providing a car preparation notification that transition of the at least one selected elevator car from an in-group mode operation to an out-of-group mode operation is complete; receiving the out-of-group initiation request further includes verifying the authenticated user; Receiving an out-of-group initiation request includes providing relevant out-of-group selection parameters and options; receiving an out-of-group initiation request includes meeting a precondition of the transition; and/or operating in the out-of-group mode includes providing out-of-group control and receiving an in-group return initiation request.

The subject matter regarded as the present invention is particularly pointed out and distinctly claimed in the claims at the end of the specification. These and other features and advantages of the present invention are apparent from the following detailed description taken in conjunction with the accompanying drawings:
1 shows a multi-car ropeless elevator system according to an exemplary embodiment;
Fig. 2 shows components of a drive system of an exemplary embodiment;
Figure 3 shows a portion of an elevator system according to an exemplary embodiment;
4 shows an exemplary method of operating a multi-car ropeless elevator system;
Fig. 5 shows a multi-car ropeless elevator system according to another exemplary embodiment;
Fig. 6 shows a multi-car ropeless elevator system according to another exemplary embodiment; and
Fig. 7 shows a multi-car ropeless elevator system according to another exemplary embodiment;

1 shows a multi-car self-propelled elevator system 10 in an exemplary embodiment. An elevator system (10) includes a hoistway (11) having a plurality of lanes (13, 15, 17). Although three lanes are shown in FIG. 1 , it is understood that embodiments may be used with multiple cars, and that the self-propelled elevator system has any number of lanes. In each lane 13, 15, 17, cars 14 travel in one direction, up or down. For example, in Fig. 1, cars 14 in lanes 13 and 15 travel upward, and cars 14 in lane 17 travel downward. One or more cars 14 may travel on a single lane 13, 15 and 17. In some embodiments, cars may travel in more than one direction in a lane.

Above the top floor is an upper transfer station 30 which imparts horizontal motion to the elevator cars 14 to move them between lanes 13, 15 and 17. It is understood that the upper transfer station 30 may be located on the top floor rather than above the top floor. Below the first floor is a lower transfer station 32 which imparts horizontal motion to the elevator cars 14 to move them between lanes 13, 15 and 17. It is understood that the lower transfer station 32 may be located on the first floor rather than below the first floor. Although not shown in Figure 1, one or more intermediate transfer stations may be used between the first and top floors. Intermediate transfer stations are similar to upper transfer station 30 and lower transfer station 32 .

The cars 14 are propelled using a linear motor system having a main stationary part 16 and a secondary movable part 18. Main portion 16 includes windings or coils mounted on one or both sides of lanes 13, 15 and 17. The secondary portion 18 includes permanent magnets mounted on one or both sides of the cars 14 . The main part 16 is supplied with drive signals to control the movement of the cars 14 in their respective lanes.

2 shows the components of a drive system in an exemplary embodiment. It is understood that other components (eg, safety devices, brakes, etc.) are not shown in FIG. 2 for convenience of illustration. As shown in FIG. 2 , one or more DC power supplies 40 are coupled to one or more drives 42 through one or more DC buses 44 . DC power supply 40 may be implemented using a storage device (eg batteries, capacitors) or may be active devices that regulate power from another power source (eg rectifiers). Drives 42 receive DC power from DC buses 44 and provide drive signals to main portion 16 of the linear motor system. Each drive 42 may be a converter that converts DC power from DC bus 44 into a multi-phase (eg, three-phase) drive signal provided to each section of main portion 16 . Main portion 16 is divided into a plurality of motor sections, each motor section associated with a respective drive 42 .

Controller 46 provides a control signal to each of drive signals 42 to control the generation of the drive signal. Controller 46 may use a pulse width modulation (PWM) control signal to control the generation of drive signals by drive 42 . Controller 46 may be implemented using a processor-based device programmed to generate control signals. The controller 46 may also be part of an elevator control system or an elevator management system.

FIG. 3 shows another view of an elevator system 10 comprising an elevator car 14 traveling in a hoistway 11 . The elevator car 14 is guided by one or more guide rails 24 extending along the length of the hoistway 11 , wherein the guide rails 24 may be fixed to structural members 19 . For ease of illustration, FIG. 3 shows only a single guide rail 24; However, two or more guide rails 24 may be located on either side of the elevator car 14, for example. Elevator system 10 uses a propulsion system, such as linear propulsion system 20, in which main portion 16 is a plurality of motor segments ( 22). The main part 16 can be mounted on the guide rail 24 , integrated into the guide rail 24 or positioned remotely from the guide rail 24 . The main part 16 serves as a stator of a permanent magnet synchronous linear motor to impart power to the elevator car 14. The secondary portion 18 is mounted on the elevator car 14 and includes an array of one or more permanent magnets 28 as the second portion of the linear propulsion system 20 . The coils 26 of the motor segments 22 may be arranged in three phases as known in the electric motor art. One or more main parts 16 may be mounted on the hoistway 11 to interact with permanent magnets 28 mounted on the elevator car 14 . The permanent magnets 28 may be positioned on two sides of the elevator car 14, although only a single side of the elevator car 14 containing the permanent magnet 28 is shown in the example of FIG. 3 . . Alternative embodiments may use a single primary portion 16 - secondary portion 18 configuration, or multiple primary portion 16 - secondary portion 18 configurations.

In the example of FIG. 3 , there are four motor segments 22 shown as motor segment 22A, motor segment 22B, motor segment 22C, and motor segment 22D. Each motor segment 22A-22D has a corresponding drive 42A-42D. Controller 46 provides drive signals to motor segments 22A-22D via drives 42A-42D to control the movement of elevator car 14. Controller 46 may be implemented using a microprocessor executing a computer program stored on a storage medium to perform the operations described herein. Alternatively, controller 46 may be implemented in hardware (eg, ASIC, FPGA) or in a hardware/software combination. Controller 46 may also be part of an elevator control system. Controller 46 may include power circuitry (eg, an inverter or drive) to power main portion 16 . Although a single controller 46 is shown, one skilled in the art will understand that multiple controllers 46 may be used. For example, a single controller 46 may be provided to control the operation of a group of motor segments 22 over relatively short distances.

In the exemplary embodiment, the elevator car 14 includes one or more transceivers 38 and an on-board controller 56 having a processor or CPU 34 . The onboard controller 56 and controller 46 collectively form a control system 50 in which computational processing may be shifted between the onboard controller 56 and controller 46 . In an exemplary embodiment, processor 34 is configured to monitor one or more sensors and communicate with one or more controllers 46 via transceivers 38 . In an exemplary embodiment, to ensure reliable communication, elevator car 14 may include at least two transceivers 38 . The transceivers 38 may be configured to operate on different frequencies or communication channels to minimize interference and provide full duplex communication between the elevator car 14 and one or more controllers 46. In the example of FIG. 3 , onboard controller 56 interfaces with load sensor 52 to detect elevator load on brake 36 . The brake 36 may engage the structural member 19 , the guide rail 24 , or other structure in the hatch 11 . Although the example of FIG. 3 shows only a single load sensor 52 and brake 36 , elevator car 14 may include multiple load sensors 52 and brake 36 .

Elevator loads observed by load sensor 52 may be calculated locally by on-board controller 56 or may be transmitted wirelessly via transceiver 38 to controller 46 for further processing. As one example, onboard controller 56 may stream data from load sensor 52 in real time as it is collected. Alternatively, the onboard controller 56 may time stamp or otherwise correlate the elevator load data with timing information prior to transmission to the controller 46 .

Exemplary Elevator System Operation

Elevator system 10 is configured to operate each elevator car 14 in either an "in-group" mode or an "out-group" mode. An elevator car 14 is in a group when the car is capable of serving a typical traffic demand, such as responding to a passenger call. Elevator car 14 is out of group when the car is powered off or reserved for some special function that may make it unavailable to provide normal commuting. Typically, elevator cars 14 are in a group by default until an authenticated user leaves the group service and rides the car.

Elevator system 10 is also configured to operate in a transition mode that transitions one or more elevator cars 14 from in-group mode to out-group mode to meet the special needs of required out-group car operation. This may include preparing each elevator car 14 for operation outside of a designated group. This transition mode operation is particularly important in multi-car hatch systems as described herein due to potential collisions between multiple concurrently operating elevator cars.

During normal use, the elevator system 10 operates the elevator cars 14 in an in-group mode. When transitioning one or more cars 14 out of the group, the transition mode is typically (A) initiating (or receiving) an out-of-group request, (B) receiving (or providing) request approval and/or information, (C) transitioning This includes providing a car readiness notification that this has been completed. Out-of-group mode operation then includes (D) providing out-of-group control, (E) initiating (or receiving) a return-in-group request (or request to leave out-of-group mode).

(A) Out-of-group request initiation

Initiation of an out-of-group request involves (A1) access to a control terminal, (A2) authentication of an authenticated user, (A3) provision of relevant out-of-group selection parameters and options, and (A4) transition preconditions. may further include the fulfillment of

(A1) Control terminal access

Access to the control terminal may include access to the control terminal 58 (FIG. 3) in signal communication with the controller 46. Control terminal 58 may be one or more kiosks, key switches, keypads, computer terminals, touch screens, audio recognition devices, and the like. Additionally, control terminal 58 may be located in any suitable location, such as in building hallways, elevator cars, and/or secure areas. Control terminal 58 may be a mobile or hand-held device, or may be located remotely from a building. Control terminal 58 may communicate in any suitable manner, such as via a building management system, wireless, the Internet, a local area network (LAN), or a controller network (which may not be associated with other building networks).

(A2) Proof of the authenticated user

Authentication of an authenticated user may include requiring the user to enter a login code, engage a key switch, or hold a key card to a recognizer to initiate an out-of-group request. However, any suitable verification method that can cause system 10 to function as described herein may be used. Alternatively, system 10 may not require user authentication.

(A3) Providing optional parameters and options outside the relevant group

The provision of related out-of-group selection parameters and options generally involves the provision of a type of parameter that allows a user to define the type of out-of-group feature desired for one or more elevator cars 14 . In one embodiment, the elevator system 10 generally has four types of parameters: (A3-1) specifications of the elevator car, (A3-2) location where the feature is initiated/requested, (A3-3) location range; and (A3-4) the type of function performed as part of the feature.

The first type of parameters/options, specifications of the elevator car (A3-1), are (a) designation of a specific car (e.g., the user wants to solve a problem of a specific car), (b) specific type of designation of cars (eg, there may be different types of cars with specific characteristics, such as service cars or high-capacity cars), (c) designation of any car in a particular lane, and/or (d) designation of any car in any lane. can provide the user with a car designation option, such as designating an arbitrary car.

The second type of parameter/option, where the feature is initiated/requested (A3-2), is (a) at a particular door that opens on a particular floor, (b) on a particular floor (the particular lane is not critical), ( c) in certain maintenance areas (e.g. maintenance garages or basements), (d) in certain parking areas (e.g. car storage areas), and/or (e) in certain lanes or transit areas. The user may be provided with location options such as at location (eg, at a rise of 20.3 m, which may not coincide with a door opening). For example, the specification of the location may be where the car is reachable so that the user can normally get inside the car as well as some other part of the car is accessible. For example, if it is necessary for the car to reach where the mechanic can walk over the roof of the car, the mechanic may want to inspect the equipment from the top of the car.

A third type of parameter/option, location range (A3-3), is (a) designation of a range of floors that is a subset of lanes (e.g., floors 7 to 12), (b) not necessarily aligned with floor locations. (c) designation of a range of horizontal positions in the lateral transfer area 30, and/or (d) return of the car to intra-group operation. The user may be provided with location scope options, such as specifying a range of time or a period of time (eg, a time limit) to operate in an out-of-group mode before (eg, automatically). However, the portion of the lane outside the designated range may still be used for intra-group operation.

A fourth type of parameters/options, feature types of functions performed as part of provisioning (A3-4), provides the user with specific operation options for each car, as well as additional sub-options related to provisioning for specified operation. can do. For example, a user may be provided with operational options for a car, such as a “car recall-maintenance” option and a “car recall-fire” option. Thus, the user can select an operation out of a predefined group for a particular car, which can automatically select or define parameters/options (A3-1, A3-2 and/or A3-3). Other predefined operations are described in more detail herein.

When an operation for the car is selected, the user may be presented with various sub-options to prepare the selected option. For example, the user may be provided with a “pre-emptive control” option and a “non-pre-emptive control” option. For example, by preemptive control, the car overrides all existing requests and requires the passenger to exit the car immediately so that it can be used as soon as possible. For example, with non-preemptive control, the car will serve all existing requests before switching to out-of-group operation (but will not take any new requests).

(A4) Fulfill conversion prerequisites

Satisfying the transition prerequisites includes verifying that the predefined conditions are met so that the selected elevator car 14 can appropriately and safely transition to the selected out-of-group operation. The required preconditions may vary depending on the particular car type and/or selected type of out-of-group operation.

For example, preconditions may include: (a) the controller first permits already assigned cars to cross the selected range, and (b) the controller permits assigned cars to be assigned for out-of-group service. (c) the controller ensures that any existing requests are served (e.g., non-preemptive actuation), (c) the controller ensures that cars that do not provide out-of-group actuation are moved outside the selected range, and (d) the controller ensures that the selected range (e) the controller commands the designated car to move to its starting position (note that the controller may need to plan and command the car to come from another lane), and/or or (f) the controller positions the cars in the group in preparation before a car out of the group assumes exclusive control of the selected range (e.g., while the portion of the lane above the selected range may be used for service within the group, the rest of the system isolated from a section, the controller may place a pre-defined number of cards in a group in this section of a lane before the lane is blocked). Only after certain prerequisites are met, the selected car 14 can proceed to out-of-group operation.

(B) Approval of Requests and/or Receipt of Information

Request approval and/or receipt of information may include (a) receipt of approval of an out-of-group request, (b) receipt of a denial/authorization of a request, and/or (c) provision of information related to an out-of-group request. there is. For example, (a) receipt of approval may include an audible or visual cue indicating that the request is authorized (eg, illuminating a button), and (b) for some floors, for example, a group The request may be denied if the request's permission violates a higher level constraint, such as always allow my services, and (c) the provision of information may include the status of the selected car (e.g., the car's Estimated time from power off until the car is ready for a special operation). Another example of providing status information may occur when a set of steps must be performed during a transition mode, and system 10 may provide the user with information about which steps are performed. Acknowledgments and status information may be presented on a display or audio device, whether installed in an elevator/building or mobile device, and local or remote to system 10.

(C) Notice of car preparation

The car preparation notification that the transition is complete signals or alerts the user that one or more cars 14 are ready for service outside the selected group. These may include (a) visual, auditory or tactile notifications (eg, text on an interface screen, bell, or vibration of a portable device), and (b) additional user authentication. Additional user credentials may be required because even if the initial request for out-of-group mode has been granted, it takes some time to prepare the elevator car for out-of-group mode. During this time, the authenticated user may leave the starting location and it may be undesirable for an unauthenticated user to take control of the car.

(D) Provide out-of-group control

Providing out-of-group control includes the system 10 providing one or more specified series of user interfaces during out-of-group operation. In this case, the user is provided with control options specific to operation outside the designated group.

For example, there may be a need to operate the car from inside the car, which can be accomplished using a car operator panel, a wireless input device, or a device connected to a port inside the car. The command from the user may be a target floor command or a target hatch position command (eg for independent service mode), or a required current speed (eg for inspection mode). Such an input device may be connected to the car, such as by installation in the car or by connecting wirelessly.

In another example, it may be necessary to operate the car from outside the car. For example, in a mass recall operation, the first responder may want to provide input to first check if the car is empty, get out of the car, then close the door and inspect the next car. Additionally, in the out-of-group car recall operation, the user may be further provided with specific control options such as “recall car 1”, “recall car 2” and “recall all cars”. The user selection may then bring the designated car(s) to the first floor for inspection, for example.

Additionally, during out-of-group operation, the controllers 58, 46 may (a) allocate new requests without interfering with the selected range of out-of-group operations, and/or (b) for other operations (both in-group and out-of-group). When using the lanes, the required car separation or other processing of restrictions may be performed.

(E) Initiate a return request within the group

Initiating an in-group return request enables the user to return the elevator cars 14 to in-group service once the out-of-group operation is complete. In this way, the user can access the control terminal 58 and return the cars to service within the group. This may include requiring an additional user authentication step, prompting the passenger to exit the car, and/or signaling that the out-of-group service mode is complete and the car will return to normal in-group service or other mode of operation.

Exemplary Method of Operation

Referring to FIG. 4 , an exemplary method 100 of operating an elevator system 10 may begin at step 102 by operating a plurality of elevator cars 14 in a plurality of elevator lanes in an in-group mode. In step 104, an out-of-group request is initiated, which involves accessing the controlling terminal (step 106), verifying the authenticated user (step 108), and providing relevant out-of-group selection parameters and options (step 110). ), and a step of satisfying the transition precondition (step 120).

Providing relevant out-of-group selection parameters and options (step 110) includes providing parameters/options related to specifications of the elevator car (step 112), parameters/options related to the location where the out-of-group feature is initiated/requested. providing (step 114), providing parameters/options related to the location range (step 116), and providing parameters/options related to the type of car functions performed as part of the out-of-group feature (step 118). can include

In step 120, it is determined whether the preconditions associated with the transition of the elevator car from the in-group mode to the selected out-of-group mode are satisfied. At step 122, out-of-group request approval and information is received. At step 124, a car preparation notification is provided to indicate whether the car transition to out-of-group mode is complete and/or to notify the user whether the selected car(s) are ready for the selected out-of-group service.

At step 126, controls are provided to the user for control of the elevator car during out-of-group operation. At step 128, any new requests that arise during an out-of-group operation may be assigned so as not to disrupt the selected out-of-group operation. At step 130, any constraints of out-of-group operation are maintained throughout. At step 132, the user initiates a request to return the out-of-group elevator car to in-group operation. Control may then return to step 102.

Exemplary Out-of-Group Operation

Elevator system 10 includes (a) non-preemptive range operation, (b) preemptive range operation, (c) inspection operation, and (d) maintenance call operation, (e) preemptive recall operation, (f) non-preemptive recall operation. , (g) mass recall operation, (h) car shutdown operation, (i) range shutdown operation, (j) clearing trip operation, (k) lane cycling test run operation), (l) transit area operation, (m) demand-serving operation without passenger calling, and (n) rescue operation. there is.

(a) non-preemptive scope operation;

Non-preemptive range operation can occur, for example, when someone requests the use of a lane between two tiers. As such, the user "reserves" space between designated floors. A particular car can be commanded by the operator (typically using a car operating panel where specific floors can be specified, although not necessarily inside the car). As such, the operator limits the selected range.

The controller responsible for the cars in the group ensures that no other cars can interfere with the out-of-group cars, regardless of whether the out-of-group cars are positioned in the selected range. As such, the controller does not allocate any other car in that lane to service any request within the selected lane or any request that would require crossing the selected range. The controller may further prevent other cars from serving requests close to the selected range depending on the required separation distance between the out-of-group car and the other cars. Thus, the out-of-group cars are free to operate within the selected range without interfering with the other cars, while the controller is free to operate one or more in-group cars under and/or part of the lane of the selected range.

When using this operation, the controller specifies the range, which is a subset of the lanes, specifies any portion of the horizontal transfer area, specifies the starting location, and the existing demand commitment before switching to out-of-group mode. provide, allocate future requests without disturbing the selected range, reserve cars for future requests before allowing ranges to be reserved indefinitely by designated cars, and for other operations (in-group or out-of-group). It is possible to specify a period of time (or time limit) after which the car automatically returns to group operation, taking care of the required separation and other such constraints on use in that part of the lane (or transit area).

(b) Preemptive scope operation

Preemptive range operation attempts to initiate out-of-group operation as soon as possible. For example, in hospitals, cars need to be made readily available for specific scenarios. Preemptive range operation is similar to non-preemptive range operation, but an existing passenger commute may be preempted so that passengers may be asked to exit the car at some other floor en route to their destination, and other passengers waiting for a particular car may be asked to exit their car. It differs in that the request is canceled. Where possible, preemptive passengers are notified of their services.

In such an operation, the controller may further preempt service in designated cars and other affected cars other than those designated for out-of-group operation (eg, which may force passengers to disembark at some destination). These can be supplemented with additional interfaces (display a car call button indicator on which floors will be provided, voice prompts, turn off) to inform passengers that their service has been interrupted.

The controller may further preempt existing car assignments to users waiting for the elevator. In the case when waiting users are already notified of the car to be assigned to them, this may be supplemented with additional interfaces (hallway call button display, voice prompts, off, etc.) to notify passengers that their service has been suspended. can

(c) Inspection operation

The inspection operation enables the mechanic to inspect and perform service operations in the lane (ie, not inside the car). This may involve maintenance on top of the car (or elsewhere on the car), or may involve maintenance in the lane (eg, using the car as a visible platform for rail alignment, wiring, etc.).

The relevant out-of-group selection parameters and options for this operation are [for designation of an elevator car (A3-1)] (a) designation of a particular car to perform maintenance on that car, (b) maintenance on a lane (c) determine whether any car is suitable for a particular type of maintenance in the lane; [Regarding the location where the feature is initiated/requested (A3-2)] (a) the starting location may be where a mechanic (or service device, eg robot) is located), (b) a landing point (ie, a building floor), but the floor of the car is not aligned with the landing point (eg to access the top of the car); and [About position range (A3-3)] (a) a single floor (maintenance is performed on the car and the car does not need to be moved), or (b) a range of lane positions.

In addition, the controller not only ensures that other cars do not encroach on the selected range, but also since the mechanic can work on the car, the controller creates a spatial buffer above or below the selected lane that other cars should not be allowed to enter. keep The controller may optionally be configured to ensure that power (eg for linear electric motors in a lane) is not distributed within a “buffer area”. The inspection operation can be preemptive and non-preemptive.

A special feature for entering the lane is to inform the mechanic (or service device) that the car will be ready in the starting position and open the door (or allow the doors to be opened) only when the car is properly positioned in the initial position, and the standard safety device will be activated. It can be made available during test operation, such as not requiring overriding (eg, applying jumper cables). The mechanic or service device can then manually control the position of the car within the selected range, for example at a reduced speed.

Elements unique to inspection operations are (a) the specification of specific types of cars (eg special service platforms with safety equipment or other equipment such as power outlets designed for inspection and maintenance), (b) service platform level. specifying a starting position for the controller to move the car so that the car (which could be the roof of the car) is aligned with the landing point, (c) ensuring that the selected car operates only within the selected range, and (d) ensuring the safety of the mechanic while operating inside the lane. Include the addition of additional constraints to take into account (eg extra buffer space, slow operation of surrounding cars).

(d) maintenance call operation

The maintenance call operation calls a specific car to a designated maintenance area. A specific car and location are designated, but the designation of a range may not be applied.

(e) Preemptive recall operation

A preemptive recall operation involves bringing one or more cars to a particular floor to inspect the contents of the cars. The recall user could be, for example, a security guard who sensed an alarm was triggered, or a firefighter checking each car to ensure no one was trapped in the car.

In this pre-emptive action, the car is sent to the recall user possibly directly. As such, passengers inside the car will be directed to this location regardless of their previous call requests. Preconditions may include commanding the car to move to its starting position, allowing already assigned cars to cross the selected range and ensuring that non-recalled cars are moved outside the selected range. This clears the way for the car to go to the recall location without opening the doors of the recalled car. Additionally, doors may or may not open automatically (eg, until commanded to open).

(f) Non-preemptive recall operation

Non-preemptive recall operation may be combined with preemptive recall operation in addition to ensuring that an additional prerequisite is not to assign a commute to a car that will be required to provide any existing demand assigned to the car and/or traverse the selected range. similar.

(g) Mass recall operation

Mass recall operations can be used in building emergencies such as fires. The first responder must ensure that no one gets stuck or stuck in the elevator. The standard procedure is for the first responder to inspect each and every car, and after visually inspecting that no one is inside, the car can only be controlled by the first responder.

In a multi-car system, a first responder recalls a car to a specific location or location where the cars are inspected. The order of the cards may not matter, but it is important to check all the cards. In this operation, the controller directs each car to a recall location. In one embodiment, the controller may automatically keep track of which cars have not been checked yet. An interface between the first responder and the controller may be provided so that a first responder who is able to identify a car can be sure before it goes away that another car that needs to be checked can be moved to a recall position. The controller accommodates multiple cars in the same lane by planning the sequence of cars based on the position of the cars including these cars in the transfer area.

(h) car shutdown operation

The car shutdown operation allows one or more elevator cars 14 to be shut down (powered off). Its position in a particular car and lane or transit area is specified. Actions can be preemptive or non-preemptive. Prerequisites may include ensuring that the car is empty (eg check weight sensor, camera) before the controller performs a car shutdown.

(i) Scope shutdown operation

A range shutdown operation causes a subset of elevator systems to be shut down (e.g., to have power cut to conserve energy) and a subset of elevator systems to be emptied (e.g., to accommodate maintenance operations). and/or make it possible to ensure that the car does not move (eg to hold the car while a passenger is being rescued). The range selected may be an entire lane or transfer area or a portion of a lane or transfer area.

Selected parameters/options include location range and which type of shutdown operation is requested. Actions can be preemptive or non-preemptive. The controller can then signal for the range to be shutting down (eg a drive or motor segment powering the range) or holding the car (eg locking the brakes).

(j) Clearing trip operation

Clearing trip operations include inspections of the structural integrity of the system for initial commissioning or for specific events such as after an earthquake. This may be done using a camera mounted on the slow moving elevator car 12 . In a multi-car scenario, only a subset of cars may be equipped for a clearing operation, while other cars may need to be moved out of route.

The selected parameters/options include specification of the type of car with clearing equipment capability and specification of the required range. In transition mode, the selected elevator car is sent to the selected range, and the other cars move out of the range. The controller moves the car at a predetermined speed throughout the range. However, if the clearing operation is manual, an interface is provided between the controller and the user. The interface may allow the user to discontinue the exercise and reverse for further examination.

When there is more than one car equipped for a clearing trip operation, the controller can coordinate multiple cars for operation, track which parts of the system have been cleared, and ensure that the operation collectively covers the entire target area.

(k) Lane cycling commissioning operation

The lane cycling trial run operation performs a lane cycling trial run in which the elevator car 14 travels in both directions (i.e., up and down) the length of a lane or a portion of a lane. Selected parameters/options include specification of the car in a particular lane, specification of the range in the selected lane. The other cars are removed from the selected range of the cycle test, and the car designated for the cycle test run is placed at one end of the selected range. The controller then commands the car to perform a lane cycle test.

Additionally, multiple cars can perform these operations jointly to save time. For example, the cars may be operated in a circular pattern covering more than one lane. As such, there is no need to clear cars outside the selected range, since all cars in the cycling pattern are part of the cycling test. In another example, multiple cars drive sections of the lane, and the controller keeps track of the tested portion of the lane until it has been completely overhauled.

(l) Transit area operation

Transit area operation is described herein, but includes other operations used for horizontal transfer areas as well. These include a cycling test operation in which one or more mobile devices make a full run of the transit area with or without a car, and a clearing trip operation in which the mobile device is remotely operated to inspect the transit area and/or lanes. The inspection device (eg camera, sensor) may be mounted on the transit device or in an appropriately equipped car carried by the transit device.

(m) Demand-serving operation without passenger call

A request serving operation without passenger call includes an operation in which the elevator cars 14 are intended to move a passenger but there is no passenger call (i.e., the passenger does not press any buttons). This operation can be used, for example, when the connection between the elevator buttons and the controller malfunctions or when passengers are restricted from pressing any buttons.

Multi-lane operation involves a circular pattern involving two or more lanes, with at least one lane carrying cars upwards and at least one lane carrying cars downwards. The controller moves each car from one landing point to an adjacent landing point, opens the car door for a moment, closes the door, and then proceeds to the next landing point. Upon reaching the end point, the car transfers to a lane in the opposite direction. In this way, without pressing any buttons, passengers can travel between any two floors.

A passenger interface may be included that indicates which floors are served by the car so that the circulation pattern can skip one or more floors. For example, in a high-rise building, an “express” circulation pattern can be combined with a “local” rotation pattern that stops at every floor, so that users reach their destination more quickly, even if an elevator change may be required during their commute. can do.

Single lane operation involves operating one or more cars in a single lane without transferring to another lane. In one embodiment, a single car travels up and down the lane and stops at all landing points. In another embodiment, multiple cars each stop at every landing point within their respective reach. The ranges overlap, so the user can travel from one floor to another, but can also transfer to another car.

The controller ensures that multiple cars in the same lane operate safely with sufficient separation, and that passenger interfaces are included to indicate which floor is served by each car.

(n) structure operation;

A rescue operation may be used when it is necessary to “rescue” a disabled elevator car 14 using one or more auxiliary cars. The rescue operation may include a first step to rescue trapped passengers and a second step to move the car out of the lane into an area where it can be serviced without blocking the lane. The auxiliary car may be a special car equipped with equipment to assist in rescue operations.

The first step may include putting the disabled car in a range shutdown operation to lock the car in place, and the controller ensures that the car does not respond to normal signals and moves. The controller clears any car blocking the positioning of the auxiliary car(s) or the towing movement of the disabled car. One or more auxiliary cars can then move close to the disabled car. Passengers may evacuate from a disabled car to the auxiliary car(s), for example, through a ceiling trap door in the auxiliary car or by opening a side panel. Positioning of the auxiliary car can be manual operation (e.g., a mechanic using a special interface to position the car with fine precision control), or assisted based on information maintained by the controller regarding the position of the disabled car. It can be adjusted automatically, at least in part, by sending special rescue operation commands that optimally position the car (eg, the car can be commanded to automatically match the position of a disabled car in an adjacent lane). .

A second step may include positioning one or more auxiliary cars to assist in the movement of the disabled car. For example, a special “tow car” can be connected to the disabled car above and/or below the disabled car. Alternatively or additionally, the towing car may be positioned alongside disabled cars in adjacent lanes. The controller manages the positioning of the auxiliary cars with the configuration of the propulsion system in mind. For example, if the auxiliary car and the disabled car are in the same lane and are close to each other, and the cars are propelled by the linear motor main sections, the controller will control the power supply of both the disabled car and the auxiliary car to the linear motor main sections. It may be necessary to keep in mind that it can overlap with car sections at the same time. When moving a disabled car, the controller needs to coordinate the propulsion control in all cars (disabled car and auxiliary car).

Although various out-of-group operations have been described herein, it is within the scope of the elevator system 10 to perform various other out-of-group operations. Additionally, during out-of-group operation, the elevator system controller(s) can continue to ensure maximum commuter performance by all available elements of system 10, and thus divert commuter flow.

5 illustrates an out-of-group operation that moves one or more specific elevator cars 66 to a designated location or zone 68 in the elevator system 10 . For example, when the elevator car 66 requires maintenance, an out-of-group mode can be initiated via the control terminal 58, and the elevator car 66 is subsequently placed in a designated area, which can be a parking or maintenance area. It moves to (68).

FIG. 6 shows an out-of-group operation commanding one or more particular elevator cars 70 to have exclusive operational capabilities over a reserved location or area 72 within the hoistway 11 . Conventional group services may be permitted above and/or below reservation area 72 . This operation is used, for example, when the car requires operation between a small number of floors in the lane (eg, between the 10th and 15th floors) or when the user needs to get on top of the elevator car to inspect the inside of the lane. It can be.

7 illustrates an out-of-group operation that recalls one or more specific elevator cars 80 to a specific location or zone 82 . This operation could be used, for example, to recall each car 80 to a lobby floor one by one for firefighters to inspect and ensure that each car 80 is empty in the event of a fire.

Although the present invention has been described in detail with respect to only a limited number of embodiments, it should be readily understood that the present invention is not limited to these disclosed embodiments. Rather, the invention may be modified to include any number of variations, alterations, alternatives or equivalent arrangements not heretofore described but commensurate with the spirit and scope of the invention. Additionally, while various embodiments of the invention have been described, it should be understood that aspects of the invention may include only some of the described embodiments. Accordingly, the present invention should not be construed as being limited by the foregoing description, but only by the scope of the appended claims.

Claims (16)

As a ropeless elevator system,
a plurality of elevator cars configured to run in a hoistway having at least one lane;
a propulsion system that imparts a force to each elevator car of the plurality of elevator cars; and
an in-group mode in which the plurality of elevator cars perform service requests;
an out-of-group mode in which at least one selected elevator car of the plurality of elevator cars is prevented from fulfilling a group service mode service request; and
a controller programmed to operate in a transition mode in which the at least one selected elevator car is prepared and transitions from operation in the in-group mode to operation in the out-of-group mode;
wherein the controller is programmed to operate in a transfer mode after verifying an authenticated user and meeting prerequisites of the transfer mode. The method of claim 1, wherein the propulsion system is a linear propulsion system, the linear propulsion system comprising:
a main part mounted on the hoistway, the main part including a plurality of motor segments; and
A ropeless elevator system comprising a plurality of secondary parts, wherein at least one secondary part of the plurality of secondary parts is mounted on one elevator car of the plurality of elevator cars. The ropeless elevator system according to claim 1, wherein in the in-group mode, the service request is a passenger call. The method of claim 1, wherein in the non-group mode, the controller,
provide out-of-group control; and
A ropeless elevator system programmed to receive an intra-group return initiation request. As a ropeless elevator system,
a plurality of elevator cars configured to run in a hoistway having at least one lane;
a propulsion system that imparts a force to each elevator car of the plurality of elevator cars; and
an in-group mode in which the plurality of elevator cars perform service requests;
an out-of-group mode in which at least one selected elevator car of the plurality of elevator cars is prevented from fulfilling a group service mode service request; and
a controller programmed to operate in a transition mode in which the at least one selected elevator car is prepared and transitions from operation in the in-group mode to operation in the out-of-group mode;
In the transition mode, the controller,
receive an out-of-group initiation request;
approve disclosure requests and/or provide disclosure request information; and
and provide a car preparation notification that transition of the at least one selected elevator car from the in-group mode operation to the out-of-group mode operation is complete. 6. The ropeless elevator system of claim 5, wherein receiving an out-of-group initiation request further comprises verifying an authenticated user. 6. The ropeless elevator system of claim 5, wherein receiving an out-of-group initiation request further comprises providing relevant out-of-group selection parameters and options. The ropeless elevator system according to claim 5, wherein reception of an out-of-group initiation request further includes fulfillment of the preconditions of the transition. A method for controlling a ropeless elevator system comprising a plurality of elevator cars configured to run in a hoistway having at least one lane, and a propulsion system for imparting power to each elevator car of the plurality of elevator cars. As,
operating in an in-group mode in which the plurality of elevator cars can fulfill service requests;
selectively operating in an out-of-group mode where at least one selected elevator car of the plurality of elevator cars is prevented from fulfilling a group service mode service request; and
performing a transition mode to prepare and transition the at least one selected elevator car from the in-group mode to the out-of-group mode;
The method of controlling a ropeless elevator system, wherein the step of performing the transfer mode is performed after verifying an authenticated user and meeting the prerequisites of the transfer mode. 10. The method of claim 9, wherein fulfilling a service request comprises performing a passenger call. 10. The method of claim 9, wherein the step of operating in the out-of-group mode comprises:
providing out-of-group control; and
A method of controlling a ropeless elevator system comprising receiving a request to initiate a return within a group. A method for controlling a ropeless elevator system comprising a plurality of elevator cars configured to run in a hoistway having at least one lane, and a propulsion system for imparting power to each elevator car of the plurality of elevator cars. As,
operating in an in-group mode in which the plurality of elevator cars can fulfill service requests;
selectively operating in an out-of-group mode where at least one selected elevator car of the plurality of elevator cars is prevented from fulfilling a group service mode service request; and
performing a transition mode to prepare and transition the at least one selected elevator car from the in-group mode to the out-of-group mode;
The step of performing the conversion mode is,
receiving an out-of-group initiation request; and
A method of controlling a ropeless elevator system comprising the step of approving the initiation request and/or providing the initiation request information. 13. The ropeless ropeless device of claim 12, wherein performing the transition mode further comprises providing a car preparation notification that transition of the at least one selected elevator car from in-group mode operation to out-group mode operation is complete. How to control the elevator system. 13. The method of claim 12, wherein receiving an out-of-group initiation request comprises verifying an authenticated user. 13. The method of claim 12, wherein receiving an out-of-group initiation request includes providing relevant out-of-group selection parameters and options. 13. The method of claim 12, wherein receiving an out-of-group initiation request includes meeting a precondition of the transition.

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